Beech 95B55 accident near Mableton, Georgia, November 27, 1994
On November 27, 1994 at about 11:03 pm local time, a Beech 95B55, registered N8933M, was substantially damaged in an accident near Mableton, Georgia (Fulton County Brown Field). It was a personal flight under general aviation rules (Part 91). 1 person was killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The pilot's inadequate weather evaluation in that he failed to account for forecasted winds at altitude that resulted in an increased time en route and fuel exhaustion.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 27, 1994 · about 11:03 pm local time
- Place
- Mableton, Georgia · Fulton County Brown Field
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Beech 95B55 · all 95B55s on the register
- Registration
- N8933M · no longer on the register · serial TC556
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT OBTAINED TWO WEATHER BRIEFINGS PRIOR TO DEPARTING ON THE CROSS-COUNTRY FLIGHT. FORECASTED EN ROUTE WINDS WHICH WERE HIGH WERE PROVIDED. THE PILOT DID NOT CHANGE HIS ESTIMATED TIME EN ROUTE WHEN HE FILED AN IFR FLIGHT PLAN. DESTINATION WEATHER WAS FORECASTED TO IMPROVE; HOWEVER, THE FSS SPECIALIST STATED THAT HE DOUBTED THERE WOULD BE IMPROVEMENT. DESTINATION WEATHER WAS NOT REQUESTED AGAIN UNTIL NEAR THE ARRIVAL AIRPORT. AT THE DESTINATION, A VOR APPROACH WAS ATTEMPTED, EVEN THOUGH WEATHER WAS BELOW MINIMUM DESCENT ALTITUDE. A MISSED APPROACH FOLLOWED, AND THE PILOT PROCEEDED TO THE ALTERNATE AIRPORT. EN ROUTE, HE REPORTED LOW FUEL. AN ILS APPROACH AT THE ALTERNATE ENDED IN A MISSED APPROACH WHEN THE PILOT REPORTED HE DID NOT SEE THE RUNWAY. WEATHER WAS AT MINIMUMS. DURING THE SECOND APPROACH TO THE ALTERNATE, THE PILOT REPORTED THAT ONE ENGINE HAD QUIT. THE SECOND ENGINE QUIT DURING AN ATTEMPT TO BEGIN A THIRD APPROACH. FOUR AND ONE-HALF GALLONS OF FUEL WERE DRAINED FROM THE AIRPLANE AT THE ACCIDENT SITE.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: private
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 1,041 hours in all; 985 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 5,129 hours
- Last inspection: annual inspection, August 16, 1994; 52 hours since
- Maximum gross weight: 5,000 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental IO-470-L (piston); 0 hours total
The flight
- Departed from: N70 Perkasie PA at 6:59 pm
- Destination: 9A1 Covington GA
- Flight plan: IFR
- Runway 8, 5,796 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 110° at 5 knots
- Visibility: 0.8 statute miles
- Sky: overcast at 300 ft; not recorded
- Temperature: 48°F (9°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
- Observation at 10:00 pm from FTY, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.